Automatic vehicle stop for railroad crossings



March 16 1926.

B. CAF'RA AUTOMATIC VEHICLE STOP FOR RAILROAD CROSSINGS Filed August 11, 1925 4 Sheets-Sheet l j@ INVENTOR E. Cigar@ BY Q .m

ATTORN EY 'March 16 1926. 1,577,173

B. CAPRA AUTOMATIC VEHICLE STOP FOR RAILROAD CROSSINGS Filed August 11, 1925 4 Sheets-Sheet 2 INVENTOR @gjm BY @www March 16 1926.

B. CAPRA AUTOMATIC VEHICLE STOP FOR RAILROAD CROSSINGS.

Filed August 1l, 1925' 4 Sheets-Sheet 5 INV ENTOR @Lrm ATTORNEY March 16 1926.

B. CAPRA AUTOMATIC VEHICLE STOP FOR RAILROAD CROSSINGS Filed Augustl 1l,

1925 4 Sheets-Sheet 4 7 B @cyanea Patented Mar. 16, 1926.-

UNITED STATES BENEDETTO CAPRA, OF SACRAMENTO, CALIFORNIA.'

. AUTOMATIC VEHICLE STOP FORnRAILROAD CROSSINGS.

'Application led August 11, 1925. Serial No. 49,675.

0 all lwhom it may concern Be it known that I, BENEDETTO CAPRA, a citizen of the United States, residing at Sacramento, county of Sacramento, State of' California, have invented certain new and useful Improvements in Automatic Vehicle Stops for Railroad Crossings; and I do declare the following to be a full, clear, and exact description of the same, referencebeing had to the accompanying'drawings, and to the characters of reference marked thereon, which form a part of this application.

This invention relates to improvements in means for safe guarding highway tratlie at railroad grade crossings.

My princip-al object is to provide a structure vactuated by the approach of a train toward the crossing which will cause a motor vehicle to have its brakes applied and its engine stopped when said vehicle arrives at a point a predetermined distance from the crossing.

Briefly the apparatus comprises a permanent or standing mechanism mounted on the highway ahead of the crossing, and a cooperating structure mounted on the motor vehicle. The highway mechanism is actuated by a train approaching the crossing, and said mechanism in turn actuates the structure on the mot-or vehicle arriving at said mechanism to cause the brakes to be applied and the engine stopped.

A positive safe guard is therefore provided for those who at present either through failure to observe the usual visible signals or from foolhardiness, fail to stop at crossings and attempt to cross the tracks in the face of an oncoming train, often with `fatal consequences.

These-objects I accomplish by means of such structure and relative arrangement of parts as will fully appear by a perusal of the=following specification and claims.

In the drawings similar characters of reference indicate corresponding parts in the several. views:

Fig. 1 is a fragmentary'plan view showing the arrangement of the highway'and track mechanisms, only a single unitbeing shown.

Fig. 2 is a side elevation of the track structure for operating the highway mechanism, of a type especially adapted for a single track railway, the parts being in their neutral 'Jr normal positions.

Fig.-8 is a similaiview showing the operation of the track structure as actuated by an approaching train to actuate the high.-

way structure.

Fig. 4 is a sectional elevation of the highway structure.

L Fig. 5 is a fragmentary transverse section of the same.

.Fig 6 is a side elevation of the mechamsm carried by a motor vehicle to cooperate with the highway structure.

.Fig 7 is a diagrammatic view showing a modified form of electrical operating means for the apparatus.

Referring now more particularlyto the characters of reference on the drawings, and particularly at present to Figs. 1 to 6, the numeral 1 denotes the tracks of-a railway and 2 the highway crossing the railway at grade.

The structure mounted on the highway a predetermined distance ahead of the crossing on each side of the same is constructed as follows:

Sunk in the highway on the right hand portion of the same is a casing 3. Individually hmged at one end in the casing is a plural- 1ty of closely alined plates 4 extending longitudinally of the highway. Hinged to the free ends of these plates are other Yplates 5 whose opposite ends are slidable along the top of the casing.

These plates are so disposed that they normally lie in continuous alinement with each` other and are then flush with the surface of the highway.

Pivotally connected to each pair of plates at their hinged connections with each other is a rod 6 depending therefrom into the casing and slidable through a transverse bar 7 a certain distance below said plates. This bar is supported at its ends by the upper ends of arms 8 which are journaled at their lower ends in the casing 3.

Slack compression springs 9, of insuiicient strength however to resist the weight of. a motor vehicle, are disposed about all wghe rods 6 between the plates and the cross The arms 8 and rods Gare normally disposed at an angle to each other when the plates areflush with the road. 'It will therefore be seen that if the arms' 8 are turned so as to raise the rods 6, the plates 4 and -5 will be raised at their adjacent ends to form an. A-shaped projection extending above the level of the highway. This projection I utilize to operate the mechanism on a motor vehicle, as will be seen hereinafter.

The plates are thus raised, and consequently again lowered, upon thc approach of a train toward and its travel away from the crossing respectively by the following structure:

Mounted close along side one of the rails 1 a certain distance ahead of the crossing in the direction of movement of the trains on the railway is a shoe 10. This shoe normally projects above the rails somewhat so as to be engaged by the wheel of a train on the track. The upper portion of the shoe is preferably of circular outline and is pivoted some distance below its center of curvature as at A.

In this manner the shoe will be rocked either one way or the other when a wheel passes thereover until the shoe is flush with the track.

To the shoe 10 to one side of its pivot is fixed a in 11 which projects outwardly from the sioe. This pin engages the upper arm of a bellcrank 12 which is pivoted in connection with the shoe, a bracket 13 to which both the shoe and bellcrank are connected being preferably bolted onto the rail.

The pin and bellcrank are disposed relative to each other in such a manner that when the shoe is turned by the approach of a train toward the crossing, the pin will engage and cause the bellcrank to be moved. When the shoe is depressed by the movement of a train in the opposite direction, however, said pin will move away from the bellcrank and no movement o the latter will take place.

A connecting rod 14 extends from the lower end of the bellcrank 12 to one arm of a horizontal bellcrank 15 mounted at the crossing. From the other arm of the bellcrank 15 a connecting rod 16 extends to an arm 17 which is located outside the casing 3 parallel to the arms 8 and is connected to the shaft 18 on which said arms 8 are mounted.

In order to operate a similar plate unit mounted on the other side of the crossing from that shown, an additional rod 16a extends rom the bellcrank 15 to said other unit, so that the movement of the single bellcrank l5 operates both sets of plate units simultaneously.

The parts above described are so arranged of course that when the shoe 10 is depressed by the approach of a train toward the crossing, the plates 4 and 5 are raised through the movement of the rod 16, bellcrank 15, rod 14, and bellcrank 12.

When the plates are thus raised the rods 6 and arms 8 lies at an angle to each other so that the cross bar 7 is past dead center position 'with respect to the shaft 18 and the hinged connection of the plates with each other.

The plates will therefore remain raised until lowered by external means.

This lowering means actuated by a train after passing the crossing is constructed as follows:

Mounted adjacent a rail l at any distance be ond the crossing is a shoe 19 similar in s ape and mounting to the shoe 10. This shoe also has a pin 20 projecting outwardly to one side of its pivotal point B.

This pin is adapted to engage one end of a bellcrank 2l which is mounted in connection with the shoe 19.

The other arm of the bellcrank is connected by a rod 22 to the same arm of the bellcrank 15 to which the rod 14 is connected.

The pin 2O is so located relative to the bellcrank 21and the latter so disposed relative the bellcrank 12, that when the latter is in a neutral position the bellcrank 21 is clear of the pin 20. When the bellcrank 12 is moved by depression of the shoe 10, the bellcrank 21 is moved to abut against the pin 20 but without moving the shoe 19, as shown in Fig. 3. Now when, however, the bellcrank 12 has been thus moved, and a train reaches the shoe 19, the latter is depressed, and the bellcrank 21 is moved by the pin 20 in the opposite direction to the movement imparted thereby -by the previous movementof the bellcrank 12. The latter is therefore then restored to its neutral position, and by reason of the corresponding movement of the bellcrank 15 to which both track bellcranks are connected, a reversal of movement is imparted to the rod 16. This of course causes the arm 17 to be turned in a direction which -will cause the plates 4 and 5 to be lowered.

With the shoe 19 as with the shoe 10, a depression of said shoe 19 only causes the movement of the bellcrank 21 to take place if the train is moving away from the crossing. When the train is moving in the oposite direction the shoe 19 1s depressed ut the pin 2O then moves away from the bellcrank 21, and no movement of the latter will take place.

This feature while not necessary for a double track road where the traic all goes in one direction, is essential of course for a single track railway, as will be evident. In such a case another shoe unit would of course have to be provided for operating the plates by a train approaching from the opposite direction.

After the shoes have been once de ressed they return to their normal raise positions without aiecting the bellcranks by reason of counteractingl springs 23 arranged in connection therewit i To cause the plates 4 and 5 when raised as above described to stop motor vehicles,

all such vehicles would be equipped with a mechanism to cooperate with such plates.

One form of such mechanism is shown in Fi 6 and is constructed as follows:

n the front axle 24 of the vehicle I fix a bracket 25 from which a pivoted arm 26 depends. This arm normally hangs vertical and its lower end is then some distance below the chassis of the car and also below the peak of the plates 4 and 5 when the latter are raised.

A flexible connection 27 .extends from the arm 26 to the standard brake pedal lever 28 of the vehicle.

These parts are so arranged that when the lower end of the arm 26 strikes any plate 4, and said arm turns to clear the plate, the brake lever will be depressed to apply the brakes in the usual manner.

When the arm 26 thus moves, a catch 29 mounted on the bracket 25 then automatically engages the arm 26 and prevents reti-active movement of the same, thus holding the brakes applied. This catch is adapted to be released by a pedal 30 mounted on the dashboard of the car, said pedal being connected to the catch by suit-able means.

To break the circuit to the engine of the vehicle so that the engine will be stopped at the same time the brakes are applied, I interpose a knife switch 31 in the ignition circuit 32 of the vehicle.

The movable blade of the knife 31, which is normally closed, is connected to the member 27 in such a manner that when the latter moves in a brake applying direction, saidI blade is pulled out of engagement with its cooperating contact member, thus breakinfr the circuit to the engine.

When the catch 29 is released the pedal 28, and all parts which are connected with it, of course return to their normal positions owing to the spring means always prcvided with brake rigging.

The member 27 is lexible so that an application of the brakes may be made in the 'ordinary manner without causing the operation of my special features.

In operation, owing to the individual and yieldable mounting of the different sets of plates 4 and 5, if any wheel of the motor vehicle rides. on one of the plates, the latter will be depressed without damage and without affecting the remainder. Thus all 'plates but those depressed by a wheel re- This pin occupies the same position relative to the crossing'as does the shoe-.10. This pin is connected to one arm of a bellcrank 34, the other arm of which is operatively connected to the operating arm 35 of a door check 36. This door check is preferably of the type shown in my Patent No. 1,528,096.

From the arm 35 a slack compression spring 37 leads to a connection with a movable blade 38. This blade is adapted to vengage a Contact 39 insulated from the blade 38 and separated therefrom iwhen the arm 35 is in its normal position and the pin 33 is raised above the rail.

. Arranged adjacent the highway plates is a reversible motor 40 having a pinion 40 which meshes with a gear 41 mounted on the shaft 18.in lace of the arm 17. From the gear 41 a link 42 extends to a pivotal contact arm 43 whose outer end is adapted to engage and travel over arcuate and separated contact segments 44 and 45. A snap action spring 46 is connected to the arm 43 and normally holds the same at the outer end of one or the other of the contact segments. The link 42 has a slot 47 equal in length to one half the throw of the arm 43, and a pin 48 on the latter rides in the slot. A wire 49 extends from the segment 44 to the blade 38; another wire 50 leads from the Contact 39 to the forward winding of the motor; while another wire 51 leads to the motor from the arm 43 with a battery 52 interposed therein.

Beyond the crossing and occupying the same position adjacent the rail as the shoe 19, is a pin This is identical in construction and mounting ascthe pin 33 and is connected to a. movable blade 54 by a mechanism identical with that employed in connection with the pin 33. This blade 54 is also normally separated from a contact 55.

A wire 56 leads from this contact 55 to the segment 45, while another wire 57 leads from the blade 54 to the reverse winding of the motor.

In operation, with the depression of the pin 33 by the passage of a wheel t-hereover, the arm 35 is rotated, the blade 38 is moved int-o engagement with Contact 39, and the spring 37 is compressed. As soon as the wheel leaves the pin, the latter again tends to rise but its return movement is restrained by the checking movement imparted by the slow return action of the check arm 35. This, coupled with the fact that the spring 37 must return toy its normal slack condition before the blade 38 will be pulled away from the contact 39, allows the switch to remain closed for an appreciable time.

When the plates 4 and 5 are lowered, the

arm 43 is at the outer end of the segment 44 and the pin 48 is at the outer end of the slot 47, as shown in Fig. 7. A circuit is therefore closed through the forward winding of the motor when the pin 33 is depressed as above stated.

The motor therefore rotates turning the gear 41 in a clockwise direction, pulling the.arm along the segment 44. This move ment will continue until the arm 43 just passes its dead-center position with res ect to the spring 46 Swhichxis also the (p ane of separation of tle segments 44 an 45) when sai d spring will act to throw the arm 43 instantly to the opposite end of the contact 45, and the pin 48 will then be at the inner endof the slot 47.

The circuit to the motor is thus broken and the latter will stop, with the highway plates then in their raised positions.

The circuit throu h the segment is not made until the pin 53 is depressed and hence the motor will remain idle and the plates raised until the reverse circuit of the motor is thus closed.

When the pin 53 is depressed by a train after passing the highway the motor again staits but in the opposite direction. The link 42 and arm 43 are therefore moved in the opposite direction until the inner end of the segment 45 is reached, when the spring l-(i acts to restore the arm 43 to its original )osition and the circuitto the motor will c again broken. No harm is of course done if the arm 43` should for an instant engage both segments 44 and' 45, since the circuits are never closed at both contacts 39 and 55 at the same time.

From the foregoinnf description it will be readily seen that f have produced such a device as substantial] f fulfills the objects of the invention as set orth herein.

While this specification sets forth in detail the present and preferred constructon of the device, still in practice such deviations from such detail may be resorted to as do not form a departure from the spirit of the invention, as defined by the appended claims.

Having thus described my invention what I claim as new and useful and desire to secure by'Letters Patent is:

1. A safety-stop structure for a road vehicle at railway crossings, comprising a raisable unit mounted across the road and normally level therewith, means actuated by a train approaching the crossing for raising said unit, brake mechanism on ,the`

vehicle, a member mounted on the road vehicle for engagement with said unit when the latter is raised, and a connection between said member and the brake mechanism arranged to cause the brakes to be applied when said member engages the unit.

2. A safety-stop structure for motor road vehicles at railway crossings, comprising a raisableunit mounted across theroad and waive normally level therewith, means actuated by a train approaching the crossing for raising said unit, brake mechanism on the vehicle, an engine ignition circuit thereon and a normally closed switch in said circuit; a member mounted on the vehicle for engagement with the unit when the latter is raised; and connecting means between said member and the brake mechanism and switch for causing the brakes to be applied and the switch opened when the member engages the unit.

3. A structure as in claim 1, in which releasable means acts to automatically hold said member against retractive movement when moved to a brake applying position by engagement with the unit, whereby the brakes will be held applied after the member moves beyond the unit.

v4. A safet -stop structure for a road vehicle at railway crossings, comprising a raisable unit mounted across the road and normally level therewith, means actuated by a train approaching the crossing for raising said unit, means actuated by the train after passing the crossing for causing said unit to be again lowered, a member carried by a road vehicle for engagement with said unit when the latter is raised, and means whereby such engagement will cause the brakes on the vehicle to be applied.

5. A safety-stop structure for a road vehicle at railway crossings comprising a brake ap lying mechanism on the vehicle, such mec ianism including a movable arm, and means whereby when the arm is moved the brakes will be applied; a movable element mounted on the road, and means actuated by a train approaching the crossing for moving said element, the latter being then disposed in the path of the arm whereby to engage and move said arm when the vehicle reaches said element.

6. A safety-stop structure for a road vehicle at railway crossings, comprising a brake applying mechanism on the vehicle, said mechanism including a movable arm depending below the chassis of the vehicle and means whereby when said arm is moved the brakes will be applied, and means.l

mounted on the road and actuated by a train approaching the crossing for moving said arm.

'i'. A structure as in claim 6 in which said last named means comprises plates normally iush with the road and extending transversely thereofand a train actuated mechanism operatively connected to the plates for raising one end of the same above the normal level of the arm on the vehicle.

8. A ,safety-stop structure'for a road vehicle at railway crossings, comprising. av brake applying mechanism on the vehicle, said mec anism including a movable arm depending below the chassis of the vehicle and means whereby when said arm is moved' the brakes will be applied, plates pivotally mounted at one end adjacent the level of the road and extending transversely thereof, a shoe mounted adjacent a rail ahead of the crossing and adapted to be depressed by a wheel of a railway vehicle, and mechanism between said shoe and the plates for causing the free ends of the latter to be raised to a level above that of the lower end of the vehicle arm when said shoe is depressed.

9. A safety-stop structure for a road vehicle at railway crossings, comprising a brake applying mechanism on the vehicle, said mechanism including a movable arm depending below the chassis of the vehicle and means whereby when said arm is moved the brakes will be ap lied, plates pivotally4 mounted at one end a jacent the level of the road and extending transversely thereof, a shoe mounted adjacent a rail ahead of the crossing and adapted to. be depressed by a wheel of a railway vehicle, mechanism be tween said shoe and the plates for causing the free ends of the latter to be raised to a level above that of the lower end of the vehicle arm when said shoe is depressed, means whereby the plates will remain raised after the wheel asses clear of the shoe, and means actuated Ey said wheel after passing the crossing for causing the plates to be then lowered.

10. A safety-stop structure for a road vehicle at railway crossings, comprising a brake applyingmechanism on the vehicle, said mechanism including a movable arm depending below the chassis of the vehicle and means whereby when said arm is moved the brakes will be applied, a raisable unit for engaging the arm when raised mounted across the road and normally level therewith, Separate means actuated by the wheel of a train ahead of and beyond the crossing for raising and lowering said unit, and means whereby a train moving in the opposite direction will not cause the unit to be thus actuated.

In testimony whereof I aix my signature.

BENEDETTO CAPRA. 

